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Showing content with the highest reputation since 02/18/2018 in all areas

  1. 7 points
    A few basic rules for Forced landings. Over shoot until you are absolutely sure of making the field. Aim further in than normal.. Better to hit the far fence at walking speed than the near one flying.. A long final into wind is not a good plan. Remember you won't know how high you are with much accuracy as you don't know the height of the terrain you are over unless it's the familiar aerodrome you are used to and there you are kidding yourself, if that's the only place you practice.. Keep the field in sight. Sometimes a stopped engine is "cleaner' than a turning one. Nice to know what your plane does in reality though. If you have the place to yourself perhaps cover the altimeter and fly watching your designated place to land. It should have no familiar features that you normally use in your circuit to aid your circuit planning. Have an alternate place if it turns out to be unsuitable Ditch or SWER (single wire earth return) electricity supply. Pretty much ALWAYS force land into wind if you can. Less roll and energy to dissipate if thing s go wrong. Have seat belt quite tight also. Fuel off ,switches and brakes OFF door unlatched etc. If someone knows exactly where you are all the better.. Hold the nosewheel off the ground as long as you can and keep the weight off it as long as you can.. You don't know what the surface is like and one rabbit hole can wipe it off.. Nev
  2. 5 points
    Arguably Australia's best-loved aeroplane, the Southern Cross lies almost forgotten in a small display case near Brisbane Airport. As Eagle Farm has been developed, this memorial to the pioneering flights of Smithy, Ulm, et al has been bypassed and is rarely visited. Meanwhile, about a mile away, millions of travellers pass thru the modern airport oblivious to this historic gem. Few are probably aware that it was first to cross the Pacific. This aircraft helped pioneer long distant flight and should be relocated and given pride of place where every traveller can see it. (There is a persistent rumour that bits of this aeroplane came from the one another Australian, Sir Hubert Wilkins, used in his pioneering over the North Pole.)
  3. 5 points
    I can help with this one. I am a 737 Captain with QANTAS. Firstly the ground installation must support low vis ops. This requires mandatory standards of ILS, ground lighting and transmissometers. Transmissometers are devices that operate in pairs to measure lateral visibility accurately at the threshold, mid, and end segments of the runway. Generally only airports with high end ILS systems have these as they are required to support the low vis ops - now installed in Perth only recently. The ground systems are categorised from CAT 1 through to CAT IIIIb. Perth has recently been upgraded to CAT IIIb standards and supports Autoland with no minima and 75m visibility. Crew and aircraft have to be certified to make such approaches.The aircraft must still carry fuel for an alternate with fog and all its systems that support autoland must be serviceable - as must the ground systems. See the chart below. The various minma and required visibility are tabulated at the bottom of this chart. To utilise the lower minima the crews have to be highly trained over several Simulator sessions and given recurrent training and testing regularly every 6 months. CASA and other authorities dictate all the training requirements. Some operators may not have authority to use the lowest minima and some overseas low cost carriers may have only been given the minimum training - when you buy a ticket these days you really do get what you pay for. Of course they will say they are just as well trained as anyone else. We can use the 737 as an example. It only has a 2 axis autopilot - no rudder control on rollout - Boeing has only certified it to Autoland in CATII conditions. However QANTAS 737 aircraft have additional capabilty to land in worse conditions than CAT II - a Head Up Display which allows manually flown approach and landing to CAT IIIa minima. That means you need to see a few approach/threshold lights through the HUD at 50 feet above the ground before deciding to manually flare via flare cue in the HUD. More modern aircraft like the A330 have all the bells and whistles and can Autoland at the lowest minma CatIIIb. The pilot does not have to see anything at the minima callout to continue the Autoland in this case - however it is against the law to continue an approach below 1000 feet if the transmissometers are continuously reporting visibility below that published on the chart - unless you are out of fuel and options. So if ANY operating transmissomers were reporting below 75m then by law you would need to divert. So if you are travelling to destinations with a CATIIIa or b installation that suffer from fog in Australia - book on an Airbus i.e.Perth. However if the ILS ground installation is a standard ILS setup but has a Special Authorisation minmin E.G. Canberra, then go on a QANTAS 737 as we can go lower than all the other operators using our HUD. If you have any other questions Id be happy to answer.
  4. 5 points
    Don't call me Shirley.
  5. 5 points
  6. 5 points
    A guttering candle stub? - Luxury. We had a drawing of a candle, which all 24 of us had to share, and it didn't work after dark.
  7. 5 points
    After some consideration, I thought this statement of Steve`s worthy of some comment and possibly some discussion on my points. Boring!..."Boring" is the last thing I want out of my flying or for those who want to fly with me! The ultralight (rag and tube) movement was started primarily as a fun, affordable way to fly for those who didn`t want to or couldn`t afford to do it any other way, me being one of them. Fun!... The fun bit comes in when the pilot knows how to make the flight fun and ends it with a smile on their face and if carrying a passenger the passenger is smiling too. Safety!...To me, safety is "No Accident!", not how you achieve it!...I might make it look to others that I`m taking it casually but in fact, I take it very seriously and everything I do is calculated in advance! when I`m flying, I`m always well ahead of the aircraft. Daring Maneoveres!...I don`t consider any of the maneuvers I do, "Daring", I consider the ability to perform them absolutely necessary for my safety. How to fly!... I`ve learnt what works best for me and my situation and at this stage, i`ve no intention of doing it any other way! Frank.
  8. 4 points
    I'd agree except for 1 thing that is in my opinion a VERY big thing ... RAAus, CASA and most owners of kit built RAAus aircraft have the clear mindset that there is a manufacturer somewhere that they MUST obey and follow. The structure of 95.55 and the principle behind the entire amateur built aircraft under RAAus was that the builder takes ALL design responsibility at the time of construction and AT ALL TIMES thereafter. This mindset that a kit manufacturer is the designer therefore what they say goes is a VERY GA view of the world and is absolutely killing the concept and principles of the self built self certified self maintained airframes that we got in '98. 20 years later and from watching the slow decline in independence within the membership and the clear GA here we come to take you over attitude of RAAus I despair that WHEN CASA push through part 149 we will see the revamped equivalents to the CAOs under which currently operate looking more and more like the old CAO 101.28 that was used to throttle self built in Australian under SAAA for over 35 years before the reforms in '98. I recognise that you say 'recommendations' but you i'm afraid call them manufacturers ... they are not... They are designers and manufacturers of the kit of parts that the OWNER manufacturers and takes responsibility for from then on. I am sad to admit that I think it is too late to recover the heart of what the AUF was built on. Yes they made very large admin errors and were not terribly professional as demonstrated in the CASA audits ... but the RAAus response has been to bend over backwards to become GA and defend the plans to take it over for all recreational GA.
  9. 4 points
    wow they were lucky it never got far off the ground - I remember a video I saw of an aircraft, Buffalo I think, took off, climbed straight up to about 200 feet then rolled into a steep dive - all onboard killed, tail gust lock found still attached on aircraft. my CFI (Trevor Bange) would have skinned me alive if I took off without doing out a controls check - out loud it was "controls free and correct" - every now and then he would put his knee in the way of the joystick or one foot near a rudder pedal, and you had better pick up the difference in movement - or else! it's called Airmanship !!!
  10. 4 points
    I hope your friend is Ok Tony. Planes are replaceable, people aren’t.
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